During 1930 the
Southern Railway announced plans to electrify the first of its main lines
to the coast with a scheme to convert the lines from Coulsdon (the limit of the
existing suburban electrification) to Brighton and Worthing. This would also
include the line from Redhill to Reigate, the ‘Quarry Line’ (avoiding Redhill)
and the direct line from Brighton to Hove. The cost of the scheme was estimated
at £2,700,000, of which £2,000,000 came from the Government following the
abolition of Railway Passenger Duty on the condition it was used for improvement
works and to alleviate unemployment.

The plans
embraced the electrification of 162½ track miles, installation of cabling and
eighteen electrical substations, resignalling of the lines from Coulsdon via
the Quarry Line to Brighton with multiple aspect colour light signals,
conversion of a paint shop at Brighton into a 12-road Inspection Shed (Lovers
Walk depot) and the erection of a three road carriage shed at West Worthing.

The station at Haywards Heath was to be completely rebuilt and the
track layout from there to Copyhold Jct. (1¼ miles north) altered to have
the four tracks paired by direction. There was also other track layout
alterations/simplifications at many stations, including Redhill,
Three Bridges & Brighton and two new signalboxes
were built; one at the north end of Redhill (‘A’ box) and the other at
Brighton. On the main line many existing boxes were re-equipped to control the
new signalling and twenty-two others were abolished.

In addition it
was also planned to work all the electric trains with multiple unit formations
and (as the retention of Pullman Cars was desired) some of the units would
include Pullman cars.

Work commenced
during 1931, the new signalling being installed rapidly with the first section
from Coulsdon North to Three Bridges being brought into use during June 1932;
the whole line to Brighton was resignalled by October 1932.

Power for the
new trains was taken from the National Grid at South Croydon, Three Bridges and
Fishersgate and the eighteen substations were unmanned
and remotely controlled from a new control room at Three Bridges. Between
each pair of substations a track-paralleling hut was also provided and the
system was designed so that two substations could cover the work of three
during fault conditions or maintenance work.

1933
Brighton Line Electric Service

The first
public electric trains commenced running to Three Bridges and Reigate from 17th July
1932, whilst trial trips through to Brighton began from 2nd November
1932 ahead of the official launch on 30th December. The full
electric timetable came into operation from 1st January 1933
with a lavish service compared with what had been provided previously.

The new service
provided six trains per hour each way on the main line and a fifteen-minute
frequency between Brighton and West Worthing. Two fast trains each hour
(one to Brighton, the other to West Worthing) were provided with Pullman
cars and worked by six car units with one Pullman coach (6 PUL) whilst
three Brighton fasts per day each way were ‘all-Pullman’ and worked by five car
units (5 BEL). The remaining trains, two each from Victoria and London
Bridge to Brighton, one of each being semi-fast, the other calling at all
stations south of Purley, were worked by four car units designated 4 LAV.
Two of these services detached a unit at Redhill for Reigate. There were
suitable enhancements to the timetable to cater for the morning and evening
business periods, some of the fast trains having units with a higher proportion
of first class seating (6 CITY units).

These new
trains had a higher standard of accommodation than the previous suburban stock
which had all passenger accommodation in full width compartments (with the
exception of a few two car units used on the South London and Wimbledon -
West Croydon shuttles which had side corridors). The stock for the ‘fast’
trains which had refreshment facilities was gangwayed throughout each unit so
all passengers had access to the Pullman car. The stock for the semi-fast
trains however was more similar to the suburban units, three of the four
coaches having all accommodation in compartments, only one of the trailer
coaches having a side corridor allowing access to the lavatories at each end,
and none of the coaches were gangwayed.

4 LAV Units (1930 order)

For the newly
extended electrification to Reigate and Brighton (initially to Three Bridges),
the Southern Railway ordered forty 4-car units to cover the semi-fast and
stopping services on the Brighton line, order No. HO 569 dated 16th May 1930.
This order was later reduced to thirty three units when plans to run
semi-fast trains to Worthing were amended, and these duly appeared as
4 LAV units Nos. 1921 ‑ 1953, units 1921 ‑ 1940
being delivered between July and October 1931 whilst the remainder arrived in
1932. Some of the underframes already constructed for the last seven units were
used instead for three coach suburban units 1795 ‑ 1801. The
4 LAV units were renumbered to 2921 ‑ 2953 from January 1937.

The units were
constructed in 1931/2 at Eastleigh on standard SR 62' 0" underframes
from Lancing, the bodies being steel panelling fitted to a hardwood timber
framing. Body design followed the then current Maunsell
style with curved bodysides flattened at the outer ends of each motor coach in
the area of the guard's brake and motorman's cab, though the usual side duckets
fitted to the guard's brake were replaced by an innovation of a periscope to
enable the guard to see the line ahead from his seat. Roofs were slatted timber
covered with canvas except above cab ends where the dome was sheet metal.

Droplights were
mounted in timber frames with a sprung bar operated by a small leather tab to
control the amount of opening required and there were ventilation louvres
provided in the door above each droplight.

Units were close
coupled within the unit with the standard suburban centre buffer and three-link
chain arrangement with the usual central drawhook and side buffers provided on
cab ends. The corridor trailer had a centre buffer at both ends; the
non-corridor trailer had a buffer at the third class end and a rubbing plate at
the first class end whilst both motor coaches had rubbing plates.

The first units
were delivered by early summer of 1932 and run-in on the Guildford via Cobham
line until required for the first stage of the Brighton line electrification
scheme as far as Reigate /Three Bridges from 17th July 1932.
One unit was damaged in an accident at Three Bridges on 28th January
1933 when a unit hit the rear of a goods train north of the station (one motor
coach quite badly) but it was quickly repaired.

Each unit consisted
of two motor coaches flanking two trailer composites, the first class sections
being marshalled against one another in the middle of the unit and the side
corridor was offside when the adjacent motor coach was leading in direction of
travel. The total seating capacity of the units was therefore 70 first and 204
third, and they weighed 139 tons.

In later years,
three of the first class compartments in the non-corridor trailer were
downgraded to third, altering the seating in this coach to 16 first and 70
third, and the unit total to 46 first and 234 third. The units were originally
equipped with MV339 motors and MV electro-magnetic control gear, but the motors
were subsequently replaced by EE339 ones in the early 1950s.

The units were
equipped with the Westinghouse automatic air brake and ‘1936 type’ electrical
equipment making them compatible with other ‘1936 type’ units of
2 BIL, 2 HAL, 2 NOL and 3 and 4 SUB, but not the
Brighton ‘Express Stock’ of 6 PUL, 6 PAN and later 4 COR,
4 RES and 4 BUF stock.

Motor Coaches (Diag. 2106)

The seven
compartment motor coaches seated 70 third class passengers. At the outer end
was the motorman's compartment, entered by an inwards opening cab door, this
being 9' 1" deep due to electrical equipment, control gear being
electro-magnetic as in suburban units, Beyond was the guard's brake which had a
pair of outwards opening double doors on each side and was 8' 9" wide
(the coach body was narrower and flatter along these sections).

The seven
compartments were all 6' 3" wide and each seated 10 with armrests
dividing the seating into two‑one‑two aside, all compartments having access doors on both
sides. The compartment adjacent to the guard's van was designated for ladies
only. Smoking was permitted in the three compartments adjacent to the Guard's
compartment and in the two compartments at the opposite end of the coach.

This coach was
62' 6" long and weighed 41 tons, the SR diagram number for these
vehicles being 2106.

Corridor Composite (Diag. 2306)

The corridor
composite trailer (diagram No. 2306) had a lavatory at each end and
five first class compartments each 7' 1¾ wide seating 6, and three second
class compartments 6' 3" wide each seating 8, giving a total of 30 first
and 24 third class seats.

The
compartments were divided from the corridor by a double sliding door; a feature
also found in the trailers of the 6 PUL units built concurrently for the
express services. On the corridor side, the side windows were carried right up
to roof line level as on contemporary Maunsell steam
stock.

When new, a
fixed partition divided the 1st and 3rd class sections of the corridor, these
later being removed during overhauls at Lancing from 1957 (although traces of
them remained) and the diagram number was amended to 2306A.

Each
compartment had an access door on the non-corridor side; there being six along
the corridor side, four opposite the partitions of the first class
compartments, two opposite the partitions of the second class compartments,
giving an uneven spacing along the bodyside with an intervening L/S/L between
each door (two by the former partition).

Smoking was
allowed in four of the five first class compartments and the two third class
compartments at the end of the coach.

This trailer
was 62' 0" long and weighed 29 tons.

Non-corridor Composite (Dia. 2305)

The
non-corridor trailer (diagram no. 2305) consisted of five first and
four third class compartments giving a total seating capacity of 40 first and
40 third class passengers; seating in first class being four-aside, that
in third being five-aside, again arranged as two-one-two divided by the
armrests. First class compartments were 7' 2¾" wide whilst the thirds
were 6' 3" wide.

Smoking was
allowed in the three first class compartments at one end of the coach and two
thirds at the other.

This trailer
was 62' 0" long and weighed 28 tons.

Route Restrictions

The units were
‘Restriction 4’ in SR route availability parlance (as was all subsequent
built SR EMU stock) and were 256' 11" long overall. These units,
along with the contemporary main line corridor and Pullman stock built for the
Brighton line electrification were wider than the suburban stock built hitherto,;being 8' 9" wide over bodywork. The
existing suburban stock was mostly about 8' 0¾" wide over bodywork,
though there were slight variations between batches.

Many units were
slightly wider over the guard's lookout duckets (9' 0" wide over stepboards) but units to these basic dimensions were
virtually unrestricted over the whole of the suburban area electrified network.
The new stock built to ‘Main Line’ dimensions were initially cleared to work
over all the main line routes electrified in 1933 and 1935.

They were not
permitted to run between Gipsy Hill and Crystal Palace (Low Level) and were
authorised over various routes to Peckham Rye depot (direct from Battersea
Park, from Balham via Tulse Hill and from Victoria to Tulse Hill via
Herne Hill).

The 4 LAVe units were also cleared between London Bridge and
Charing Cross (direct), between Selhurst and Norwood Jct. and (to give
access to the depot at Slades Green) were
cleared to run empty from London Bridge to Slades Green
via Bexleyheath or via Sidcup and Dartford although roofboards
(where fitted) had to be removed if the Sidcup route was used.

Following
clearance improvement in Crystal Palace tunnel the units were later
cleared to run this way from July 1938.

4 LAV ‘Bulleid 1939’ Units (1938 order)

Two further
4 LAV units were ordered in 1938 as additional stock. They were identical
in internal layout to the earlier sets, but the external appearance was
changed, and closely resembled the 2 HAL units also being built at this
time. Each compartment was 1/8" wider as the partitions were 7/8"
thick as opposed to 1" thick in the original sets. They were equipped with
EE339 motors and electro-pneumatic control gear from new, and were heavier than
the older sets at just over 146 tons. (Motors 43 tons
11cwt, Corridor Third 30 tons and Compartment. Third 29 tons).

Ordered to H.O.
1057 dated 28th November 1938 these units were numbered 2954 and
2955, being delivered in February and May 1940 in a new, lighter rather
‘brownish’ green livery (the original units all being in SR dark green).

Maintenance

The 4 LAV
units were based at Lovers Walk depot at Brighton for routine maintenance,
the bulk of their workings being on the Brighton line to both Victoria and
London Bridge. However, there were a few diagrams along the coastal lines
to Hastings and Littlehampton (also from Three Bridges to Horsham) whilst
a pair of units worked at late evening service from London Bridge to
Dartford (returning early the following day); this being to assist with
transfer of units to and from Slade Green depot where bogie and electrical
overhauls were carried out.

Most major
bodywork attention was dealt with at Lancing works and the units also visited
Peckham Rye Shops, later Selhurst Repair Shop from time to time for
unscheduled repairs. Eastleigh took over following the closure of Lancing works.

Livery

From January
1939 all units started appearing in green livery; this being a plainer version
of their first livery with block figures on doors for class markings rather
than lettering (unit 2953 being the first so treated).

After 1941 overhauled
units were painted into the lighter ‘malachite’ green and this changed again
from 1956/57 to a slightly darker ‘Southern Region’ green.

Third Class was
reclassified as Second Class from June 1956 and following this the vehicles
were reclassified, the Motor Brake Thirds (MBT) becoming Motor Brake Seconds
(MBS) etc.

Units gained
yellow warning panels on cab ends from about 1964 and two-tone warning horns
replaced their whistles from about this time also, unit 2928 being the first so
fitted in July 1963. Yellow cantrail markings for first class were also a later
livery alteration.

Units 2921 /2931
and 2950 gained full yellow ends (those on 2950 wrapping round onto the
bodysides back to the leading edge of the driver's door) but no units were
repainted into BR blue livery.

In Service

These units
remained in service on the Brighton line for 35 years, rarely straying onto
other routes, though at times of disruption as in the snows of early 1964 when
unit 2951 worked between Waterloo and Alton they could occasionally be found
elsewhere.

The bulk of the
4 LAV units were withdrawn by June 1968 although six units (2923 /2924 /2928 /2939/
2949/ 2950) lasted into 1969, the last workings believed to have been during
week ending 22nd February 1969 with all officially withdrawn on 5th April
1969.

Unit 2949 spent
a few days working on the SWD in July 1968; certainly reaching Reading.

Most units
remained in their original formations until withdrawal, though a few were
reformed as a result of accident damage.

4 VEP units
7721 ‑ 7755 were ordered to replace the 4 LAV units
although owing to the formation of the 8 VAB unit, six 4 LAV units
were retained in service into 1969; these finally being replaced by 4 VEP
units 7756 ‑ 7759 from the next batch delivered.

The motor
coaches of the ‘1939’ units were retained in departmental service on their
withdrawal. Only the two ‘1939’ units were allocated electrical codes.

Withdrawn units
were stored for a short while, often at Blackheath and Plumstead
and electrical equipment was stripped at Slade Green prior to sale for
disposal.

Unit
Formations

Unit formations were as follows with the completion date shown
below the unit number, delivery to SR date and coach type (letter code) being
shown below the number:

After stripping unit stored at Blackheath and moved for
scrapping 7‑Dec‑68 from there.

2923

Unit out of use awaiting damage repairs May‑59, (details
unknown).

TC 12013 modified to diagram 2306A 14‑Jun‑58.

Following withdrawal unit stored initially at Lancing prior to
stripping at Slade Green, moving there 17‑May‑69.
After stripping at Slade Green unit moved to Polegate
for storage 7‑Jun‑69, moved for scrapping 12‑Jul‑69.

2924

TC 12005 modified to diagram 2306A 15‑Nov‑58.

Unit fitted with shoebeams on inner
bogies of both MBS vehicles in mid‑1962 in connection with shoe wear
tests, though later reverted to normal.

After stripping at Slade Green unit moved to Polegate for storage 7‑Jun‑69, moved for
scrapping 12‑Jul‑69.

2925

After stripping unit stored (where?) until moved to Sherborne for filming Oct‑68 and on for scrapping
22‑Oct‑68 from there.

Unit in further converging collision with 2 HAL 2609 at
Brighton 19‑Sep‑61 and TCK 12001 badly damaged and withdrawn 11‑Nov‑61;
to Newhaven for scrapping 13‑Dec‑61. Remaining three cars of 2926
stored at Hassocks pending sidescrape repairs.
TCK 12001 then replaced by 10 Compt. wooden roofed augmentation
trailer 10359 (ex 4338). This coach seated 120 second and weighed 28
tons. As a result the seating in the non‑corridor
composite was altered back to the original arrangement of 5 first and 4
second class compartments.

2926 now therefore seated 40 first and 300 second, weighed 141
tons and had no lavatory facilities, being sometimes known as ‘the
4 NOL’ unit. It returned to traffic in this form in Oct-62 after repairs
at Lancing works with the first class compartments of TC 11509 marked
with a yellow cantrail band, the first unit other than the CEP, BEP and HAP
classes to be so marked.

Unit withdrawn 9‑Mar‑68 and TS 10359 to Eastleigh
28‑Oct‑68 for C3 overhaul, released 18‑Apr‑69 formed
into unit 4369. Remaining three coaches of 2926 stored at Micheldever
although MBS 10512 not condemned until 15‑Feb‑69. Unit moved
for scrapping 15‑Apr‑69 from Basingstoke formed as 5-car with
4 SUB trailers 10126 (ex 4282) and 12352 (ex 4379) inserted.

2927

After stripping unit moved direct from Slade Green for
scrapping 30‑Mar‑68, arriving 1‑Apr‑68.

2928

MBT 10515 exchanged with 10545 (ex 2943) Mar‑53 to
Jul‑53.

Following withdrawal unit stored initially at Lancing works
prior to stripping at Slade Green, moving there
10‑May‑69. After stripping unit stored at Stewarts Lane until
moved to Polegate 17‑Jun‑69 and moved
for scrapping 12‑Jul‑69 from there. Arrived in yard 28‑Jul‑69
and cut-up as follows: TC 11508 8‑Aug‑69, MBS 10516 13‑Aug‑69,
TCK 12012 18‑Aug‑69 and MBS 10515 22‑Aug‑69.

Unit derailed arriving at Victoria 28‑Aug‑63 and
in collision with 6 PAN 3024 and MBS 10518 and TC 11503 both damaged;
the actual derailment in progress being photographed by railway employee H.G.Hentley and published in the Bratford
Barton book ‘Southern Electrics’. Unit to Micheldever 20‑Sep‑63,
thence to Eastleigh for repair 30‑Sep‑63 and released 1‑Nov‑63.

After stripping unit stored at Blackheath and moved for
scrapping 17‑Aug‑68 from there, arrived in yard 14‑Sep‑68.

After stripping unit stored at Barnham
and moved for scrapping 27‑Apr‑68 from there, possibly via
Micheldever to attach 2932, arriving 6‑May‑68.

2932

Unit damaged at New Cross Gate in 1957 (details unknown).

MBSs 10523 and 10524 both replaced in May‑67 by two
8 Compt ‘all‑steel’
4 SUB MBSs 10939 and 10940 (ex 4377). These coaches each seated 96
and weighed 43 tons and the unit total was now 46 first and 286 second with
an overall weight of 143 tons. The original MBSs were stored, and when 2932
withdrawn 13‑Jan‑68, the 4 SUB vehicles returned to 4377.

After stripping unit stored at Micheldever and moved for
scrapping from there, arriving 6‑May‑68.

After stripping unit stored at Blackheath and moved for
scrapping 21‑Oct‑68 from there.

2936

Unit fitted with experimental ‘beamless’ shoegear for a while
early in 1964.

After stripping unit stored at Blackheath and moved for
scrapping 17‑Aug‑68 from there. Unit became defective en route
and detached at Bedford pending repairs, still there 19‑Oct‑68
but moved forward shortly afterwards and arrived in yard 1‑Nov‑68.

2937

After stripping unit stored at Blackheath and moved for
scrapping 7‑Dec‑68 from there.

2938

MBS 10535 temporarily replaced by 2 BIL MBT 10574
(ex 2007) for a period in 1944, (possibly due to war damage) and
in this form unit seated 70 first and 190 third and weighed 141 tons.

Unit slightly damaged in collision at New Cross Gate 9‑Sep‑67
and withdrawn 13‑Jan‑68. After stripping unit believed stored at
Micheldever and moved for scrapping 1‑May‑68 from there, arriving
3‑May‑68.

After stripping unit moved direct from Slade Green for
scrapping 30‑Mar‑68, arriving 1‑Apr‑68.

2941

MBS 10541 to unit 2926 24‑Oct‑67. Remainder of
2941 out of use and sent to Hither Green for rerailing
exercises [along with MBS 10764 (ex 2926)].

Unit officially withdrawn 13‑Jan‑68 and missing
MBS replaced by damaged 2 BIL DTC 12156 (ex 2123) and after stripping
unit stored at Micheldever and moved for scrapping from there, both trailers
with 2938 1‑May‑68 arriving 3‑May‑68, and 10542 and
12156 with 2934 17‑May‑68 arriving 20‑May‑68.

2942

TC 12022 modified to diagram 2306A 13‑Sep‑58.

After stripping unit stored at Barnham
and moved for scrapping 27‑Apr‑68 from there.

2943

MBT 10545 exchanged with 10515 (ex 2928) Mar‑53 to
Jul‑53.

MBS 10545 damaged (details
unknown) Nov‑66 and unit to Micheldever, unit to Eastleigh 7‑Dec‑66
for C6 overhaul and reform on three coaches, damaged 10545 appears to have been mounted onto
underframe of 2 BIL DTC 12138 (ex 2105) and sent from Eastleigh works 13‑Mar‑67 (to
Micheldever?). Presume original underframe of 10545 cut‑up at Eastleigh works about Feb-67. This vehicle 10545
returned to Eastleigh 14‑Feb‑68, withdrawn 17‑Feb‑68
and broken-up 23‑Feb-68.
Replaced in 2943 by 2 BIL MBS 10671 (ex 2105) and unit
released 22‑Feb‑67. Unit now seated 46 first and 216 second and
weighed 141 tons.

After stripping unit stored (where?) until moved to Sherborne for filming Oct‑68 and on for scrapping
22‑Oct‑68 from there.

Following withdrawal unit initially stored at Lancing prior to
stripping at Slade Green, moving there 10‑May‑69.
After stripping unit stored at Stewarts Lane until moved to Polegate 17‑Jun‑69, moving for scrapping 13‑Aug‑69
from there.

2950

Unit damaged by enemy action (location unknown,
probably New Cross Gate) Jul‑44. One MBT (which?) part of
side blown-out, repaired at Lancing.

After stripping unit moved from Slade Green to Polegate for storage 7‑May‑69 and moved for
scrapping 13‑Aug‑69 from there.

2951

TC 12031 modified to diagram 2306A 15‑Mar‑58.
After stripping unit stored at briefly at Slade Green and moved for
scrapping 23‑Nov‑68 from there.

2952

TC 12032 modified to diagram 2306A 29‑Mar‑58.

Unit damaged in collision with 2033 at Horsham 4‑Feb‑62
and all coaches to Lancing for repair Jun‑62, released 28‑Sep‑62.
MBS 10563 temporarily exchanged with damaged 10525 (ex 2933)
between 13‑Apr‑62 and 1‑May‑62 prior to repairs to
the Horsham mishap.

Unit fitted with experimental shoegear for a while early in
1964, this being similar to the retractable type found on LT ‘R’ stock.

After stripping unit stored at Blackheath and moved for
scrapping 17‑Aug‑68 from there, arrived in yard 16‑Sep‑68.

2953

TC 12033 modified to diagram 2306A 22‑Feb‑58.

Unit slightly damaged (details
unknown) about Aug-65 and to Eastleigh for repair and overhaul between 13‑Sep‑65
and 1‑Oct‑65.

After stripping unit believed stored at Micheldever and moved
for scrapping 15‑Mar‑68 from there formed as 6-car with trailers
12002 + 11501 (ex 2921) added; arriving 18‑Mar‑68.

Unit withdrawn May‑68. Both motor coaches to
Stewarts Lane for conversion to departmental use. Trailers 11999 and
11534 both stored at Micheldever and held for possible conversion as part of
an Instruction Train and later for possible trailers to make‑up the two
Stores units to four coaches. However neither of these projects were carried out and they were both sent for scrapping to
G. Cohen, Kettering Mar‑75. MBS 10498 converted to De‑Icing motor DS70271 and to unit 002 18‑Oct‑68,
10497 becoming DS70270 for unit 003 8‑Feb‑69.

2955

Unit in depot collision with 3023 at Lovers Walk 13‑Nov‑63
and MBS 10500 damaged and repaired at Lancing.

Unit withdrawn 15‑Jun‑68. Both motor coaches to
Stewarts Lane for conversion to departmental use. Trailers 12000 and
11535 both stored at Micheldever and held for possible conversion as part of
an Instruction Train and later for possible trailers to make‑up the two
Stores units to four coaches. However neither of these projects were carried out and they were both sent for scrapping to
T. W. Ward Ltd, Briton Ferry, moving 4‑Jul‑72. MBS 10499
converted to De‑Icing motor DS70272 8‑Feb-69
and to unit 003. MBS 10500 also converted to De‑Icing
motor DS70273 17‑Sep‑69 and to unit 001.

Thanks go to author John Atkinson with additional information
and editorial by C. Watts